For too long, the midsize truck market has been dominated by one player — the Toyota Tacoma. Despite its pathetic fuel economy and glacial pace of innovation, the Tacoma collected the most likes in part because of Toyota’s strong record for reliability. It also didn’t hurt that precious else was offered in this class: the Ford Ranger sauntered off to pasture long ago, the Nissan Frontier mostly withered on the vine, and the too-small GMC Canyon and Chevrolet Colorado retired in 2012.

2015 Chevrolet ColoradoDerek McNaughton /
Driving

What was a midsize truck buyer to do? To be sure, not everyone who needs a truck wants a full-size truck. They’re big, cumbersome and mostly thirsty — like wearing a pair of heavy, steel-toed boots everyday. So, with limited competition and a pent-up demand, GM has returned to the segment with its 2015 Chevrolet Colorado and GMC Canyon siblings — and none too soon because the next-generation Tacoma and Frontier are already on the horizon.

The Colorado, first and foremost, is not a Silverado that spent too long on tumble dry. Oh sure, there are identical interior components, most notably the colour touchscreen centre infotainment system; and I’d swear the Colorado’s box and bumpers were derived directly from its big brother. The “cornersteps” in the bumper work better in the Colorado, though, because the truck sits lower than a Silverado, something that also helps when reaching into the Colorado’s box: unlike a full-size truck, a ladder or step isn’t necessary. And, at under six-feet tall, this truck will fit in most underground parking garages. Another upside to midsize.

There will always be a slice of the market made up of people who legitimately need a pickup truck for work.

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

More pleasing, the Colorado drives like an SUV, perhaps a little like a CUV even. Visibility is good, urban driving is simple. It steers well and feels almost nimble. And yet for all its demure drivability, it remains capable. A fully boxed frame supports either an extended cab, or a crew cab with seating for five. The crew cab can be had with either a 5-foot-2-inch short bed, or 6-foot-2-inch long bed. Carrying 8-foot lumber in the long box with the tailgate down means nothing hangs over. The tailgate on our Z71-packaged truck was damped too, so it dropped gently, though it does not unlock and open with the key fob. The width of the bed is 44.4 inches between the wheel housings and 57.8 at the floor.

Unfortunately, the nifty LED box lighting seen in the full-size trucks is not available on the Colorado, the only cargo light being the high mount attached to the cab, and it’s not the brighter and whiter LED. Same applies for the interior lighting, which is stuck in the past decade with filament bulbs.

2015 Chevrolet ColoradoDerek McNaughton /
Driving

Fully in the current decade, however, are the Colorado’s engine choices, either a standard 2.5-litre with 200 horsepower or a new, optional 3.6L V6 with 305 hp and 269 pound-feet of torque. The 3.6L is standard on crew cab long-box models and crew cab short-box with 4×4. With this engine, the Colorado is rated to tow 7,000 lbs. Power is ample enough when empty, and 100 km/h can be reached in about 7.5 seconds. The six-speed automatic shifts smartly (a six-speed manual is available on base models) and the four-wheel discs (with Duralife rotors) rein in speed abruptly. Engine vibration is mostly controlled and full-throttle acceleration feels brisk. Under a heavy load, the Colorado may find it has its work cut out for it, though, since peak torque arrives at 4,000 rpm. Wind noise at speed is not intrusive.

Observed fuel economy was higher than the official rating for the V6, with an overall average of 13.5 litres per 100 kilometres. Our city economy, however, did exceed 20 L/100 km on several occasions (with some idling) but rang in with a low of 10.5 highway when travelling at a steady 100 km/h. At 120 km/h, fuel economy climbed closer to 12. While good, these gains, courtesy of variable valve timing and direct fuel injection, aren’t a compelling enough set of figures to lure buyers away from full-size trucks. The coming turbo diesel, however — a 2.9L Duramax set to appear next year — will be a different story altogether.

2015 Chevrolet ColoradoDerek McNaughton /
Driving

What will entice buyers to the Colorado is the ride quality. Never harsh or bucky like a regular truck, the tuning of the truck’s double wishbones and coil-over shocks up front and the solid axle and two-stage leaf springs out back in the Z71 package delivered a firm but forgiving ride that felt more like driving a family SUV. The Z71 package, aside from adding some graphics, also gets front recovery hooks, a transfer case shield, hill-descent control and an automatic locking rear differential, as well as a suite of nice upgrades that would be options on an LT or other trim level.

In 4×4 mode, the truck does behave differently. The electric power steering feels heavy when negotiating tight turns at slow speed, even in the snow. Oddly, there is no light on the dash to remind the driver 4×4-mode is engaged; and the button to engage the electronic two-speed transfer case is poorly located next to an identical button for the lights, and it can’t be seen while driving without hunting for it. More bothersome was the gas pedal that is positioned so far to the right that my foot was always rubbing against the transmission tunnel.

2015 Chevrolet ColoradoDerek McNaughton /
Driving

Indeed, the outside of the truck is nailed down with a smart appearance (though the long box does look awkward on 17-inch wheels). The mechanicals and bones are strong. But the interior left me wanting. The seats are so firm they border on being hard. My right knee would bump against the gear shift when, in cruise control, I lifted my foot off the gas pedal. That gear shift itself looked as though it came from a Sunfire. The elbow rests on the door and centre bin are as hard as maple. The fan was noisy. The wipers chattered.

The centre bin is also small for a work truck, able to swallow my Nikon SLR but not much more. Sure, the many USB and power outlets are a plus, and the eight-inch colour touchscreen lifted from the Silverado is intuitive and capable; but the interior’s uneven quality is not mitigated by 4G LTE hotspot capability. The rear window does not open without spending $85 for a manual slider, and a sunroof is not an option, nor are heated side mirrors despite the Z71 getting a self-dimming rear-view mirror.

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

2015 Chevrolet Colorado

Derek McNaughton, Driving

While the heated seats are excellent – offering controls for the bum and back, or the back only (love this), the interior and fuel economy fall short of what I’d expect from a midsize truck costing $41,065 with freight and delivery.

The rest of it will appeal to anyone who wants or needs a pickup but doesn’t want the bulk of one — and prefers something other than a Tacoma.